-228

FLIGHT

AUGUST 26TH, 1943

The Junkers Junto 211 Series

Captured Heinkel He IIIH and Junkers Ju 88A.1 Power Plants Examined1

The engine mounting is of magnesium alloy forgings supported by LLUSTRATED descriptions of the German Jumo 21 IA aircraft engine have previously tubular steel struts. appeared in Flight, the most important being a detailed and fully illustrated description of the which the camshaft bearing pedestals are cast integrally. main feature of interest, viz., direct-fuel injection, in our The combustion chambers are flat-topped and have two inlet and one exhaust valve per cylinder. Bronze valve issue dated January 18th, 1940. guides are inserted ; the exhaust valve guide passes through In our issue of August 5th, 1943, we published brief results of bench tests which the Ministry of Aircraft Pro- the water space and is a press fit in the opening into ttoe duction has had made on Jumo 21 ID engines taken from combustion chamber. The pressure joint is made on Sc a Heinkel H e m . Following is an abstract from M.A.P. aluminium washer under the shoulder of the guide. Wafer leakage at the camshaft end of the guide is prevented by reports on the engine. The 2HA engine, fitted with a two-speed supercharger, a rubber ring in an annular groove. The steel valvehas 12 cylinders, arranged in inverted-Vee formation, and seating rings are conical externally and are pressed into is liquid-cooled (Glysantin-water mixture), with direct-fuel the head and rolled into a taper at the inner end; the injection into the cylinders and spark ignition. The air- exhaust-valve rings appear to be " Stellite "-faced. screw is driven through spur reduction gearing, both the Provision for Four Plugs driving and driven gears being splined to the shafts and centralised by split bronze cones. The driven shaft is Two sparking-plug holes are provided on each side of mounted on a roller race at the rear and on a combined the cylinder head, although two plugs only are fitted. The roller and thrust race at the front housing cover. Pro- fuel-injection nozzle is situated on the centre line, at right vision is made for a cannon firing through the airscrew angles to the crankshaft. The nozzle is screwed into the shaft. Auxiliaries and accessories are driven through a cylinder head and is liquid-cooled. train of gears in a wheelcase at the rear of the engine. A The intricate nature combinad hand and electric starter is fitted. of the cylinder-head The general design follows established practice, but in- casting is illustrated, teresting features worthy of notice are the cylinder heads and its will be noticed incorporating cooled exhaust ports and exhaust valve that the exhaust port is guides, and also the method of attaching the cylinder liners completely jacketed, to the head, the position of the supercharger, the design and that cored passages of oil scraper piston rings and the use of single-piece split- are provided around cone cotters for valve-spring caps. the exhaust-valve guide Dealing with these in the above order, the cylinder head and injection nozzle. for each bank is a single-piece aluminium-alloy casting in Preliminary examination of the casting suggests that it is of good quality and that considerable skill is necessary for its manufacture. Liners of 45-ton steel are bolted to the cylinder head by four long studs of 60-ton steel, the head itself being secured to the cylinder block by fourteen studs. The engine is fitted with a two-speed centrifugal supercharger, the air intake of which faces forward and is protected only by a gauze screen. An unCylinder liner. Four long studs draw the liner against the cylinder head into which the liner is spigoted.

Cooling the exhaust. The exhaust port is completely jacketed, and cored passages are provided around the exhaust-valve guide.

AUGUST 26TH, 1943

FLIGHT

229

Jumo 211. The oil cooler and coolant radiators are built as front of the engine in the Ju 88A.1 installation. The air flow is
JUNKERS JUMO 2HA ENGINE

Cooling No. of cylinders Disposition of cylinders Bore 150 mm Compression ratio Swept volumn (total) Direction of rotation, crankshaft Direction of rotation, airscrew Airscrew reduction gear type Airscrew reduction gear ratio Supercharger type Supercharger drive ... Supercharger gear ratios Weights, Engine and main engine parts. Engine, oily before stripping, with fuel pump, magnetos and airscrew shaft and sparking plugs ... Weight of engine mounting, comprising two magnesium forgings, tubular struts, ball ends and attachment plates for engine

liquid 40 per cent. Glysantin, 60 per cent, water. 12 Inverted 60 deg. Vee; 6 cylinders in line. Stroke 165 mm. 6.57 to 1. 35.1 litres (2140 cu. ins.). Left hand. Right hand. Spur gear. SI to 20. Centrifugal. Bevel gear from crankshaft and Ortlinghaus clutch two speed gear. 1 to 7.95 and 1 to 11.375.

14531b. 96 Jb.

usual feature of this unit is the transverse mounting of the supercharger, which is located by two dowels and fixed with a single ring nut. The impeller is of the usual Junkers spout type of construction, and the diffuser is without vanes. The shaft is carried on hardened-steel bushes which rotate in self-aligning aluminium-alloy bearings. Unusual Scraper Rings The two-speed gear is housed in the auxiliaries gear box and is driven by a bevel gear, which is coupled by a splined shaft to the crankshaft. Examination of the pistons reveal that they are of aluminium alloy, with slightly dished crowns ribbed on the inside. Three gas rings and two scraper rings are fitted, one of the latter being above the gudgeon pin ; oil return holes are drilled behind and below these rings. As mentioned, the scraper rings are of unusual design, being chamtered on the combustion-chamber side to approximately half-ring thickness. On the crankcase side the ring is undercut with a vee groove arranged so that a knife-edge is presented to the oil film on the outward stroke (towards crankshaft) of the piston. Both inlet and exhaust valves are of normal design and slightly recessed on the upper faces. Exhaust valves are sodium cooled in the stem and have " Stellited " laces, and are made of austenitic steel. Inlet valves have 30 deg. seat, whilst exhaust valves have seats at 45 deg. - Two springs are fitted to each valve, and calculation indicates maximum stresses in the inner and outer springs of 64,000 and 68,000 lb./sq. in. respectively. The unusual feature of the taper cone cotters is that they are made in one piece, split at one side and grooved down the other.

The probable advantage of this design is that the spring load on the stem is more evenly distributed with these cotters than with the normal split cotter. A further unusual feature is to be found in the design of the crankshaft, in which all webs are in the lonn of flat plates and are extended to form balance weights, the shape of the pair of webs on each side of each main bearing being similar. The crank- . shaft receives a supply of lubricating oil through a sleeve at the front end, and all bearings are lubricated through holes drilled in the journals and crankpins. Short tubes are fitted in each oil hole, which, in addition to prevent ing sludge entering the bearing, may be intended to act as bushes to reduce the stresses in the shaft around the holes. an annulus at the Apart from the items mentioned, controlled by gills. the design follows more or less established practice; the castings are ol high quality throughout, several being of magnesium alloy, and all parts are well made and highly finished. The weight of the engine is low in proportion to the swept volume, 1,450 lb. and 35 litres respectively, but on account of the relatively low maximum engine speed the power output per litre is also low. Fuel oil, coolant, hydraulic and ah pipes are individually marked in accordance with a colou; code, and bulkhead connections are numbered to assist installation. Forged Engine Mounting The engine mounting, of typical German design, consists of two single-piece magnesium alloy forgings attached to the engine at two points on each side and supported by a steel tubular strut under each rear point of attachment. Bearer plates are bolted and dowelled to the sides of the engine crankcase, and connected to the cantilever mounting through flexible rubber bushes The mounting is attached to the nacelle by four " union " type nuts, thus rendering removal of the engine, complete with mounting, extremely easy. The engine and oil cooling systems do not call for any special comment, and in view of the full description already given in a previous issue of Flight relating to the direct fuel-injection system this need not be referred to again here. The description so lar relates to an examination ol the Jumo 211A as installed in the Heinkel He I I I H aircraft Following the strip examination of the above engine superficial examinations of the Jumo 211A (3) and 211D (1) engines have been made and, in addition, the Jumo 211B (1) type, as installed in the Junkers JU88A.I air craft. Certain modifications have been embodied in the later series which are summarised in the table, with corresponding details of the original 211A (1) engine. Such.
J U M O 211A SUPERCHARGER Data at maximum engine speed of 2300 r.p.m. Impeller tip speed in high gear (11.375 x crankshaft speed) 1080 ft./sec. Impeller tip speed in low gear (7.95 x crankshaft speed) ... 746 ft./sec. Number of impeller spouts . 14 Total flow area at impeller tip . 13.02 sq. in. Total flow area at impeller eye ... .. ... 18.8 sq. in. Impeller tip diameter ... .. 9.45 ins. Entry guide blade tip diameter . .. 5:79 ins. Entry guide blade root diameter 2.86 ins. Under take-off conditions (1200 b.h.p., 2300 r.p.m.): Axial velocity at eye 176 ft./scc. Velocity of entry guide blades at mean diameter ... ... 322 ft./sec. Angle of entry guide blades to tangential direction at me an diameter: Theoretical . .. ... . .. 29 deg. Measured 81 deg. 3 deg. Estimated maximum pressure ratio at ground level, 2300 r.p.m. in high gear is between 2.0 to 1 and 2.1 to 1. Area of mouth of air intake (gross) .. . ... S2.0 sq. in.

FLIGHT

AyGUST 2 6 T H , 1943

8UMMARY OF MODIFICATIONS TO LATER TYPES.

THE JUMO

JUNKERS 2 1 1 SERIES

Modifications. Detail R.P.M. Max. for peak power as indicated on engine data plate Fuel : octane No. referred to C.F.R. engine De-aerator 211A (1) engine I l l A (3) engine 211D (1) engine

modifications have been designed primarily to overcome operational faults and to improve control, but in the case ot the 21 ID ( I ) engine it will be noted the maximum crankshaft speed has been increased. It is interesting to note also that fuel recovered from the first two engine installations was of 88 octane. That Irom the 2riD (1), on the other hand, was a high-quality spirit of 91.5 octane. The 211B (1) series engines examined from the Ju 88A. I aircraft* are, in general, similar to the 211 A type previously described. Modifications to the installation in this aircraft, however, differ considerably from the
Heinkel I I I H .

2,2(X)

2.200

2,400

88 Fitted on rear of engine

88 Fitted on injection pump and considerably modified

91.5

Similar to 2 1 1 A (3)

Injection pump controls

One Bowden type cable for One Bowden type cable Similar to 211A (3) slow running mixture adwired t o throttle as in justment wired immovably 211A(1). Asecond cable after setting to fixed throtfrom worm spindle intle back-plate, and con- terconnects with fuel nected on pump to the mixfilter selector ture control worm spindle Two Bosch Type GE.12.BRS. with booster coil and auxiliary retard contact breaker Similar to 211A (1) Similar to 2 1 1 A (1), b u t with the retarded contact breaker automatically bronght into action also on slow running Similar to 211A (1) b u t with change speed mechanisjfi hand operated throu **-. hydraulic servo &f

Magnetos

Supercharger

New Modifications

Centrifugal, with two-speed gear with hand operated mechanical change gear mechanism. Ratios : 11.375 and 7.95

Similar to 2 1 1 A (1)

A brief summary of these modificaOil cooler Honeycomb Similar to 2 1 1 A (1) Similar to 211A (1) but with tions is as follows: larger capacity A barometric capsule-operated Injection pump Junkers 12 cyl, V Type Similar to 2 1 1 A (1) b u t Similar to 211A (3) but with automatic two-speed gear change is with plunger stroke incontrol unit modified for fitted to the supercharger to engage back pressure correction creased by Q.OlOin. low gear below about 10,oooft. This modification prevents, by overriding ,JUMO 2 1 1 B . I W E I G H T A N A L Y S I S the pilot's control, the use of the high-speed gear below a safe altitude. The injection-pump fuel-control limit is A s I n s t a l l e d i n J u 8 8 A . I Aircraft fitted with a second capsule to correct the fuel delivery for varying exhaust back pressures, and so maintain a 1b. oz. Engine only, with main engine parts, airscrew shaft and more consistent mixture strength. plugs, etc 1605 14 The oil cooler and coolant radiators are built as an Exhaust manifold (port) 33 0 Exhaust manifold and boiler (starboard) 39 12 annulus round the header tank at the front of the engine, Exhaust manifold cowling ... 30 0 the cooling air flow being controlled by gills operated by Engine bearers (2) ... ... 90 0 Coolant header tank ... ... ... ... ... .... 15 0 crank and sprocket mechanism attached to each and driven Coolant radiator and oil cooler assembly 280 0 by an endless chain from a small high-speed (14,000 r.p.m. Cowling for radiator assembly ... 24 0 Gill assembly (incomplete b y approx. 20 per cent, b y for 15 seconds) Siemens motor controlled by the pilot. This weight) 77 8 provides an extremely compact installation, dispensing with Starter, generator, booster coil, V.P. airscrew motor electhe hydraulically operated retracting radiator as fitted in trical services junction box, electric leads, etc, 05 8 Vacuum pump 4 0 the Heinkel I I I H aircraft. Hydraulic p.iiup 5 fi Electrically driven immersed pumps are fitted in the fuel tanks, and jettisoning is effected by use of the superTotal weight 2300 chargers, while de-icing of the wing leading-edges is provided by heat from the exhaust system. -Improved types of hydraulic and vacuum pumps are fitted, the latter operating Goodrich-type deicing bags on the tailplane. The same high standard of workmanship and attention to detail shown in the previous engines examined is apparent in the 211B (1), but the compact installation would require skilful planning for quick production, and certain of the controls are by no means conveniently situated. Data relating to the engine, supercharger and also the weight analysis for the complete installation on the JU88A.I are given in the accompanying tables. In a description of the engine in Flight of November 16th, 1939, it was stated that width and length -are about 8oin. and 67m. respectively, and in general design the engine resembled the Jumo 210. At the time it was known that at 13,800ft. a

Supercharger.

Details of the supercharger. The impeller is of the usual Junkers spout-type construction.

AUGUST 26TTI, IQ43

FLIGHT

231

maximum power of 975 h.p. was available for five minutes at 2,300 r.p.m., and that the Junkers company quoted a power of 1,200 h.p. for the then latest Jumo 211, which undoubtedly was a take-off rating. I t may be recalled that, as recorded in our article in the August 5th issue, the bench tests carried out on behalf of t h e Ministry of Aircraft Production indicated a maximum takeoff power, for the 211D, of 1,160 b.h.p. a t 2,400 r.p.m., and 4.7 lb./sq. in. boost.

Crankshaft.

All webs are in the form of flat plates and extended to form balance weights.

Aeronautical Technical Training

HE keen interest that Flight and its associated of Aeronautics is called for, though it does seem to be fairly generally agreed that post-graduate students need lavish monthly journal, Aircraft Production, have conresearch facilities and access particularly to larger wind sistently taken in pressing for an extension of the tunnels to cope with the enlarged size of modern aircraft. facilities available for t h e advanced technical training of There is agreement also, as urged in my original letter, that aircraft engineers is well known. Improved and wider production techniques should form part of aeronautical research facilities, larger modern wind tunnels, and study training. t^gj works production technique have been among our As a result of this campaign and its powerful reinforceaims. The idea of a national university of aeronautics ment in the House of Lords last month by the Earl of for post-graduate students was discussed in these columns Listowel, who drew attention to notes on the subject by the Society of British Aircraft Constructors, the Paymasterearly in the year, and national publicity was accorded to General, Lord Cherwell, announced a move on the part of 'the project as a result of a letter to the Daily Telegraph the Government. on May 7th from- the Managing Editor of Flight, who They had asked the Aeronautical Research Committee to extended a proposal advanced by Mr. F . G. Miles. Since explore the possibility of founding a school of aeronautical that time a great deal of influential support for the camscience, which would have a convenient airfield, with all the paign has been forthcoming, and a further letter, which equipment and facilities involved, and close enough to one appeared in the Daily Telegraph on Friday, August 20th, of the great existing research centres for students to be briefly reviews progress achieved. A copy of the letter is associated with work requiring the most elaborate equipment in the country. The school was to be as free from bureauappended: cratic control as were the universities, and it was hoped to Sir,On May 7th you published a letter from me in which explore, with the Governments of the Commonwealth and the possibility of the Government sponsoring a National the Empire, the possibility of making the proposed instituUniversity of Aeronautics was broached, and you supported tion a great Imperial venture. the plea in a leading article. The result of the deliberations of the Aeronautical Research In the letter it was stressed that the dearth of facilities Committee is not yet available, but the report of the Select available to aspirants for technical positions in aircraft Committee on National Expenditure (Aircraft Production), engineering and for specialised technical education in the before which I had the honour of laying evidence, surely science of aeronautics was a serious educational deficiency, constitutes a timely cue for immediate Government action. I to. which problem Mr. F . G. Miles had drawn attention. The This White Paper emphasises the acute shortage of burden of the plea was to bring under one roof all the scientific and technical personnel and relates the dearth to sciences and branches of engineering and technology directly the entire industry, including existing official establishments or indirectly connected with aircraft problems. and the whole field of aeronautical research. No more Correspondence followed my letter, and it seemed to be striking confirmation of the situation it is sought to remedy acknowledged that chairs of aviation at three universities has yet appeared.Yours faithfully, were not enough in view of the importance of the subject G. GEOFFREY SMITH, to our future national well-being. Subsequently the Royal Managing Editor of Flight. Aeronautical Society arranged two public discussions (which, Dorset House, S.E.i. by the way, were well attended). Many interesting .views were put forward by the leaders in the industry, by educational authorities and by students and associates, and the "FLIGHT" INDEX common view emerged that a central institution for the training of aeronautical engineers would go a long way Copies of the index to Flight, January to June, 1943, will be towards meeting a real need. ready shortly, price is., or by post is. i | d . With cloth binding Not all are agreed, however, that a separate University cases 4s. 6d. and 4s. i.id. respectively.

Qrowitig Support for Improved Facilities

BOOK REVIEW

"Lathe Work"A Practical H/znd Book for Lathe Operators. T the present time when large numbers of new people, both male and female, are entering the engineering industry, their training becomes a serious problem. To become efficient operators this unskilled labour requires more tuition than that normally given in the workshop, as this usually consists only of instruction in one particular job. One solution to this difficulty lies in encouragement to read suitable technical literature, but, unfortunately, it is rather difficult to find books of a sufficiently elementary nature for this type of person. Appreciating this, Saunders Roe, Ltd., produced a pocket size reference book for the use of their lathe operators. It is written in simple language and well illustrated with explanatory sketches. The various parts of different types of lathes are described in a detailed manner, and many " d o ' s and don'ts " hints are given. Chucks, centres, steadies, tools, screwing heads, sketches and measuring instruments are covered, and

the turning of a typical job in each type of lathe is described in detail. At the back of the book is a dictionary of unfamiliar technical words and also several pages of useful data. The Parliamentary Secretary to the Ministry of Aircraft Production and Sir Wilfrid Rhodes Freeman, K.C.B., C.B., D.S.O., M.C., have stated their approval of this book, and the M.A.P. have brought it to the notice of certain of their contractors. In view of the success of this book in their own factories. Saunders Roe, Ltd., have decided to make it available to other engineering firms, and have agreed to forfeit all copyright fees from the sale of the book in favour of the R.A.F. Benevolent Fund. The price of the book is governed by the quantity ordered, e.g., stiff bound copies ordered in minimum quantities of 1,000 copies cost 2s. 3d. Orders for more than 100 but less than 1.000 can be supplied with the purchaser's name on the cover at slightly extra cost. Details can be obtained from The Press at Coombelands, Ltd., Addlestone, Surrey.